Engine size 848cc
Power 122bhp
Top speed 166mph
Insurance group 17

The Ducati 848 isn’t just a small 1098, it’s much more than that. The 848 is a proper fast (top speed is 166mph), fine-handling, gorgeous Ducati superbike in its own right. It’s no longer the poor relation to its big brother, like the 748 and 749 used to be. But costing £9500 you’re going to need to be anything but than poor to afford one. Although the more powerful 1098 is faster in a straight line and around a track, in the real world the Ducati 848 is every bit as fast. If ten grand is the most you’d ever want to spend on a motorcycle, and you’re a Ducati fan, the gorgeous new 848 will press all the right buttons.

Engine: The new liquid-cooled Desmodromic, 849cc V-twin Testastretta (Italian for ‘narrow head’) engine has been designed and developed specifically for the Ducati 848; it’s not just a cheaper, sleeved-down version of the 1098’s motor. Making a true 122bhp and 66ftlb of torque at the rear wheel the Ducati 848’s motor is not only is very strong, but the power delivery is super-smooth and very linear, too. Compared to the old 749, the Ducati 848 makes 20bhp and 10ftlb more, while weighing almost 30kg less.

Ride And Handling: Chassis-wise the Ducati 848 is almost identical to the 1098, save for slightly lower-spec, but still fully-adjustable, Showa forks and Brembo radial brakes. These cheaper units don’t harm the 848’s performance through the bends one bit though. Most significantly the Ducati 848 has a half-inch narrower rear wheel and a 180-section rear tyre, which gives the 848 greater agility and lighter steering than its bigger brother. In true Ducati superbike style the 848 is rock-solid stable in the corners, at the expense of slightly slow steering through flip-flop chicanes and very tight hairpins.

Equipment: Although expensive, the £9500 asking price does buy you a very high spec motorcycle. You get a Showa rear shock the same as the 1098’s, a chunky single sided swingarm and a multi-function LCD dash, which is a replica of the unit used on Casey Stoner’s MotoGP Desmosedici. Options include the Ducati Data Analyser (DDA), which is an on-board plug-in datalogging system, which records lap times, throttle position, engine speed, engine temperature and distance travelled.

Quality And Reliability: Modern day Ducatis don’t tend to suffer the electrical and mechanical maladies they used to, and like the 1098, Ducati has slashed servicing costs on the 848. Build quality is top notch, from the deep pearlescent paintwork to the high-end components used throughout.

Insurance: Insurance group: 17

Model History: 2007: Ducati 848 launched.

This article was taken from: Motorcycle News

Engine size 1340cc
Power 164bhp
Top speed 151mph
Insurance group 17

The verdict is still up in the air regarding the futuristic, dynamic looks of the Suzuki B-King. It seems you either hate it or love it. What can be said for sure is the B-King is very fast, enough to match a sports 1000. It’s just a shame it’s restricted to 150mph. The B-King is a lovely road motorcycle, has loads of torque and is easy to ride despite its size. It’s smooth, has good brakes and its only weakness is its soft rear, which results in a lack of traction when pushing really hard.

Engine: The Suzuki B-King’s engine comes from the new Hayabusa and produces 164bhp with an arm-ripping 94.5 ftlb of torque. Over a standing quarter mile the B-King is just as quick as any sports 1000cc, if not quicker. Shame the engine is limited to 150mph as it has the potentially for much more.

Ride And Handling: Despite the Suzuki B-King’s bulk it handles far better than its size suggests. Once on the move the B-King’s weight disappears, you would never guess its actual weight. The brakes are excellent, you only notice the lack of ground clearance on track but the shock is a little on the soft side and it can soon start fighting for grip.

Equipment: Like every new big Suzuki you get the mandatory power switch with the B-Kting. Selecting A gives you full power, B for limited power. Personally I think it’s a bit pointless but each to their own. The B-King also has fully adjustable suspension front and rear, which means you can twiddle to your heart’s desire.

Quality And Reliability: The old Suzuki Hayabusa was as reliable as the tide coming in, bullet proof and could take a heavy tune, so there’s no reason to question the reliability of the new Suzuki B-King. That said, there’s a very plastic feel about the bike and only time will tell if it stands up to a few harsh winters.

Insurance: Insurance group: 17

Model History: 2007: Suzuki B-King launched.

This article was taken from: Motorcycle News

Engine size 998cc
Power 180bhp
Top speed 180mph
Insurance group 17

Aprilia’s RSV4R is a more affordable version of the all-singing, all-dancing RSV4 Factory. The engine is basically the same, without some of the Factory’s advanced electronics, but the chassis parts are slightly lower-spec. Despite this it’s still a beautifully-balanced technology-packed Italian missile. It’s monstrously fast, gives you loads of confidence in the corners, has superb ride quality, looks great (especially the new white livery), sounds even better and is massive fun. It’s a five star bike but problems with faulty con rods at the launch mean we’ve given it four stars.

Engine: The RSV4 R’s liquid-cooled 999.6cc, 16v, 65° V4 motor is the same as the one found in the Factory model. It produces a claimed 180bhp and 85ftlb of torque. The engine itself is actually smaller than the old RSV twin cylinder lump. It has six-speed cassette gearbox and a slipper clutch as standard as well as a ride-by-wire throttle system and a choice of three engine maps. It does without the electronically-controlled variable inlet stacks of the Factory model.

Ride And Handling: Where the Factory model runs Ohlins, the RSV4 R has fully adjustable Showa forks, and a Sachs rear shock and steering damper. It also has heavier cast instead of forged ali wheels, all of which has pushed the all-up weight 4kg more than the Factory. Despite the extra weight and lower-spec suspension, the RSV4 R is still an incredibly-balanced, fine-handling machine and can be set-up to suit all tyres of riding conditions. With super-strong Brembo monobloc brakes and a slipper clutch smoothing out corner entries, the Aprilia is a devastating track tool.

Equipment: The RSV4R still has a high level of equipment. You get sticky Metzeler Interact K3 rubber as standard, together with a beautifully made aluminium frame and swingarm, fully adjustable suspension and steering damper, Brembo brakes and a three-way power map. The whole package is exquisitely built.

Quality And Reliability: Aprilia’s are usually superbly built and have bulletproof reliability, but launch bikes suffered a problem with conrods breaking. These were the first 30 pre-production machines to be built and the problem was traced to a faulty batch of conrods. Aprilia say this problem has been rectified and production bikes will be as reliable as the RSV4 Factory models already built.

Insurance: Insurance group: 17

Model History: 2009 – Model introduced

This article was taken from: Motorcycle News

Engine size 649cc
Power 71bhp
Top speed 130mph
Insurance group 10

Tests have shown that nine out of 10 road testers prefer the Kawasaki ER-6 to virtually any other middleweight machine. Bandits, Fazers, Monsters, SV650s… The Kawasaki ER-6 has trounced the lot of ‘em. A cunningly-disguised riot of fun, the Kawasaki ER-6 is cute, it’s capable and it’s competent just about anywhere. You’d have to be off your rocker not to enjoy the ride.

Engine: The Kawasaki ER-6’s fuel injected, parallel twin is full of surprises. Expecting a relatively sedate ride? You’ll be amazed at the accessible, wide band of power, the responsiveness of the throttle and the sheer go of this little motorcycle. It thrives on handfuls of revs and doesn’t run out of breath until you’re way over the ton. Life on the Kawasaki ER-6 is very, very entertaining.

Ride And Handling: The Kawasaki ER-6 is very nimble: excellent for nipping around town or hooning along twisty lanes. It copes with everything until, over 100mph, the suspension can complain just a little. Otherwise, it’s well set up, the gearbox is smooth and the brakes are fantastic. Low-ish seat and narrow riding position make the Kawasaki ER-6 ideal for smaller folk but even taller riders seem to find it comfortable.

Equipment: Wavy discs, off-set rear suspension and an underslung exhaust make the Kawasaki ER-6 a stylish, contemporary option. On the dash, there’s no fuel gauge (boo!) but both the brake and clutch levers are adjustable (yay!). Aftermarket Kawasaki ER-6 bits include a little screen, crash bungs and a top box. ABS is also an option for around £300. No centre stand but that helps the Kawasaki ER-6 have excellent ground clearance.

Quality And Reliability: The Kawasaki ER-6 is so new it’s hard to gauge but, going by other Kawasakis, reliability should be in the “average to good” bracket. Finish is ok, although the welding’s a bit untidy in places and the wiring’s a bit of a mess. However, the Kawasaki ER-6 is not at all bad for the money.

Insurance: Insurance group: 10

Model History: 2005: Both the Kawasaki ER-6n and Kawasaki ER-6f versions launched. ABS models also available.

Other Versions: Kawasaki ER-6f: faired version, slightly heavier at 178kg and about £300 more expensive, otherwise identical.

This article was taken from: Motorcycle News

Engine size 1237cc
Power 160bhp
Top speed mph

It’s been a long time coming, but the new Honda VFR1200F is fast enough to keep Super Blackbird owners happy and makes the VFR800 look as old as the hills. This is a true sports tourer in all senses of the term and could well be the easiest bike ever built to ride fast. It sounds great with a lovely V4 growl that gets louder above 7500rpm.

Engine: The 1137cc V4 motor is a real peach of a powerplant combining lovely smooth running with a wheelbarrow full of torque yet will still scream around to 10,500rpm and a soft rev limiter. It sounds deeper and flatter than anticipated but all the better for it. There is a lovely torque curve from about 3500rpm which goes all the way through to the top of the rev range.

Ride And Handling: Ths VFR1200F is no lightweight but it hides the 267kg kerbweight very effectively. Handling is the lighter end of sports tourers and it’s lovely and supple for road use.
There are faster and more powerful bikes in this class like the BMW K1300S, Suzuki GSX-R1300 and Kawasaki ZZR-1400 but all of their riders will be knackered after riding for more than a couple of hours.

Equipment: In standard trim the bike is well finished with lots of nice touches like a comprehensive dash, ABS, luggage mounts that are built into the rear subframe, twin-layer fairing to keep the heat and the windblast off. Later versions will have the Dual Clutch Transmission available at extra cost. There is a huge list of options including panniers, top box, higher screen, wind deflectors and at a later date the DCT gearbox.

Quality And Reliability: On first glance Honda appears to have gone back to the days where quality was almost too good. The finish on every part of this bike is modern, glossy and classy. The paint finish looks deep enough for a swim. The shaft drive finish is exceptional and this looks like a return to proper Honda quality of the 1990s.

Model History: New model.

This article was taken from: Motorcycle News

Engine size 998cc
Power 113bhp
Top speed 150mph
Insurance group 15

The Aprilia RST1000 Futura is desperately underestimated, sadly short lived and now a potential bargain. Aprilia’s ambitious rival for Honda’s polished VFR sports-tourer is able, well-specced and potent. Quirky styling put off many, however, it sold poorly and depreciated massively. If you like the looks the Aprilia RST1000 Futura is a used bargain.

Engine: The Aprilia RST1000 Futura uses a detuned version of the able and respected Rotax-built 60-degree V-twin from the universally admired RSV sportster. Sadly the Aprilia RST1000 Futura loses a little in the translation, ending up with neither the RSV’s power nor VFR-rivalling midrange. And the V-twin vibe seems strangely at odds with the Futura’s sleek, 21st century styling. Still a goodie, though…

Ride And Handling: Being Italian, the Aprilia RST1000 Futura cuts a fine dash a sports-tourer, making the old VFR750 and 800 seem lardy by comparison. It’s roomy, soft and comfy, too. Which is what ultimately limits its sporting potential. The suspension is a little on the soft side, the big fairing is like the proverbial barn door and its heavy, too.

Equipment: The Aprilia RST1000 Futura has all the bells and whistles: fancy LCD clocks (including clock, fuel gauge etc), single-sided swinger, usd forks, underseat exhaust (before they became all the rage, natch) factory fitted luggage… you name it. Aprilia certainly didn’t cut any corners when kitting out the Futura.

Quality And Reliability: Overall: impressive. Paint and metal finishes are good (although like most things Italian the Aprilia RST1000 Futura benefits from lots of tender care through winter) and there have been no major reliability issues or recalls. No wonder they call Aprilia ‘Italy’s Honda’.

Insurance: Insurance group: 15

Model History: 2001: Aprilia RST1000 Futura launched.
2003: Discontinued

This article was taken frm: Motorcycle News

Engine size 803cc
Power 81bhp
Top speed 125mph
Insurance group 15

Ducati’s entry-level 803cc Hypermotard 796 is a stormer of a machine. It’s 12kg lighter and its seat is 20mm lower than the Hypermotard 1100, which makes it easier to ride and in the real world, and every bit as fast from A to B. It’s a deal cheaper too and Ducati says it will return 58.9mph, which makes it the most frugal Ducati you can buy. Best of all its still massive fun and looks the part too.

Engine: The fuel-injected, twin-valve air/oil-cooled 90°, Desmodromic, V-twin 803cc engine is based on the Monster 696 lump, but is a massive 1.9kg lighter. It shares the same 88mm bore but has longer 66mm stroke (the Monster 696 has a 57.2mm stroke). It has a new crankshaft, crankcases, pistons and a lighter Ducati 848 style flywheel. Like all new-generation Ducatis, service intervals have been stretched and now come every 7500-miles. Power: 81bhp@8000rpm. Torque: 55.7ftlb@6250rpm. The throttle response is very smooth and there’s a nice spread of power right the way through the revs. The Hypermotard 796 scores over its bigger brother by having an APTC (Alder Power Torque Clutch) slipper clutch as standard, although it’s wet clutch not dry. Most Ducatis don’t have slipper clutches, but we think they should as it smoothes out corner entries beautifully when changing down through the gears. The lighter clutch action and the lack of big V-twin engine braking make the 796 easier to use for the less experienced, and for the brave lets you play at ‘backing it in’.

Ride And Handling: Town riding is a thoroughly pleasant experience thanks to the 20mm lower seat, which lets you get feet flat on the floor when stopped at traffic lights. The wide bars and the upright riding position lets you zip your way through the urban sprawl devilishly easy too. The light action of the clutch, throttle and gearbox makes the Hypermotard next to no effort to ride and the seat is super-comfy too. The Hypermotard 796 is a great town bike, light, agile and simple to ride but it loves scratching on B-roads even more. There’s far less front-to-rear weight transfer on and off the throttle than the Hypermotard 1100, so the whole riding experience in and out of the bends is far smoother than its bigger brother. As part of the 796’s weight saving exercise it has non-adjustable 43mm upside forks Marzocchi forks, not fully adjustable 50mm items, but we haven’t found the suspension (the rear Sachs shock only has preload and rebound damping adjustment) to be wanting or the slightly lower spec Brembo radial brakes to lack power. Standard-issue Bridgestone BT-015 tyres are superb too.

Equipment: You still get the distinctive Hypermotard features on the 796 like the twin underseat pipes, a single-sided swingarm and snazzy flip-out bar-end mirrors. It also has new Streetfighter-style switchgear and multi-function LCD dash. The display also doubles as a control panel for the Ducati Data Analyser datalogger, which is available from the Ducati Performance catalogue. 17” lightweight aluminium wheels are the same size as the Hypermotard 1100 and are shod with 120/70 (front) and 180/55 (rear) Bridgestone BT-015 tyres. 43mm upside Marzocchi forks are non-adjustable and the single Sachs rear shock is adjustable for preload and rebound damping (the 1100 has fully adjustable suspension all-round). Twin 305mm front discs are gripped by radially mounted four-piston Brembo calipers.

Quality And Reliability: Build quality on the Hypermotard 796 is top-draw and the bad old days of dodgy Ducati reliability are long gone.

Insurance: Insurance group: 15

Model History: 2009 – Model introduced

Other Versions: Ducati Hypermotard 1100
Ducati Hypermotard 1100S

This article was taken from: Motorcycle News